Quadruple-relay crossing-signal.



Patented Dec. 17. l90l.

B. N. PARBISH; (IUADBUPLE RELAY CROSSING SIGNAL.

(Application filed Aug. 1, 1900.)

(Ho Mndel.)

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I UNTTED STATES PATENT @rrrca BERT N. PARRISH, OF JACKSON, MICHIGAN.

QUADRUPLE-RELAY CROSSING SIGNAL.

SPECIFICATION forming part of Letters Patent No. 688,964, dated December17, 1901.

Application filed August 1, 1900. Serial No. 25,546. (No model.)

To all whom it may concern.-

Be it known that I, BERT N. PARRISH, a citizen of the United States, anda resident of Jackson, in the county of Jackson, State of Michigan, haveinvented a new and useful Quadruple-Relay Crossing-Signal, of which thefollowing is a specification.

The object of this invention is to employ in a signaling system asignal, either a bell or a semaphore, and two sets of relays located inendwise reverse order to each other at the crossing, each set consistingof a signal-circuit-reversing relay with normally open circuit and atrack-circuit relay with a normally closed circuit, whereby in casetrains were running close together and an incoming train or car shouldapproach the crossing within the signaling radius before the outgoingtrain or car had advanced beyond the signaling radius said incoming caror train would give the warning-signal the same as the first incomingcar (now outgoing) gave said signal.

In the drawings forming a part of this specification, Figure l is adiagrammatical view showing the system; Fig. 2, a side elevation ofrelays 4 and 5 in Fig. 1 with their arms 14 and 15, and Fig. 3 showsbroken details of the signaling maker and breaker in Fig. 2 and belowdescribed.

Referring to the parts of the drawings pointed out by numerals, 4represents the electromagnets of the track-circuit relays, and 5 theelectromagnets of the signal-circuit relays. I term them sets of doublerelays. One set is for all purposes of effect and description consideredas being on one side of the crossing and the other set on the other sideof said crossing.

At 7 is the bell, or if a semaphore were used it would be located hereor somewhere near the crossing. The regular line of rails of the maintrack are shown broken at 8. In the line of the track-rails 8 are twoshort blocksections 13 and an intermediate shorter blocksection 12 atthe crossing. In the rail opposite is a long block-section at thecrossing and extending out each way, as do also the block-sections 13,from the crossing a sufiicient distance.

The signal maker and breaker in Fig. 2 consists of the horizontalarmature-arm 15 and relay 5 and the upright armature-arm 14, with itscontact-plate 17 and its insulating-cap 16. The end of the arm 15 isbent down at 18 in position to contact with the contact-plate 17 and theinsulating-cap 16 when the armaturearm 14: operates, as explainedfarther on.

The block-sections 10 and 13 are connected at both sides of the crossingby batteries 22 and wires 20 and 21. I

The circuits are traced in connection with a description of theoperation.

The right and left hancl track-circuits are traced, beginning withbatteries 22, over wires 21, block-sections 10, wires 26, relays 4,wires 25, block-sections 13, and wires 20. These circuits energize themagnets 4, normally holding their armature-arms 14: in an uprightposition, as in Fig. 2, and in contact with the magnets, thus closingthe track-circuits. Shunting-circuits are established by the presence ofthe wheels of a car on the block-sections 10 and 13 and are traced frombatteries 22 over wires 20, block-sections 13, wheels and aXle of car,block-section 10, and wires 21. Then a car is in this position at oneside of the crossing, the track-circuit at said side is short circuitedby robbing said trackcircuit of electric power from a battery 22, thusdenergizing magnet t at said side.

The open signal-circuits are traced from battery 24:, wire 28, signal 7,Wires 31 27, contact-plate 17, armature-arms l5, and wires and When themagnets of the relays a are deenergized as and by the cause abovestated, the armature-arms 14 swing over, as shown by dotted lines inFig. 2, bringing the contact-plates 17 against the ends 18 of thearmature-arms 15, making the signal-circuit and giving the signal,warning the people at the crossing of an approaching car.

The local cut-off circuits are traced from the battery 23, wires 35 33,relays 5, wires 3st 26, block-section 10, wheels and axle of car, andwire 35. Then an incoming car arrives at the crossing, with its frontwheels on the block-sections 10 and 12, the signal stops, because therelays 5 become energized, raising arm 15 to the dotted position in Fig.2 and disconnecting the end 18 of armature-arm 15 from the contact-plate17 of arm 14. Wherf an incoming car has left the block-section 13 in itsrear, the relay at in its rear becomes again energized, bringing itsarmature-arm 14: up to its normal position again. When the forwardwheels of an outgoing car make the block-sections 10 and 13, the circuitbe- Y tween the block-sections 10 and 12 being still closed by the rearwheels and axle of the car, the power of the battery 22 forward of thecaris shunted, deenergizing the magnets of the relay 4 forward of thecar, allowing the armature-arm 14 of said relay to fall back under theend 18 of armature-arm 15, and when the outgoing car has passed entirelyotf from block-section 12 the relays 5 are deenergized, allowing thearmature-arm 15 in front of the car to rest on the insulating-cap 16, asin Fig. 3, and thus provision is made for the outgoing car not to givethe signal. At the same time the armature-arm 15 in the rear of the caris lowered to its normal position. The construction and operation setforth just above permit the signal being given by an incoming car fromthe same direction in which the now outgoing car came, while saidoutgoing car is still on section 13, thus avoidingtlanger' in caseswhere one train or car closely follows another. When the outgoing carhas cleared the block sections 10 and 13, the armature-arms 14 and 15immediately in its rear will he set again to their normal position.

The operation of the sets of relays and the circuits are of course thesame, matters not from which way the ear approaches or which way it goesout.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent of the United States, is

open relay signal-circuits common to the signal and common to both setsof the double relays, each adapted to be closed by contact of thearmature having theinsulation-cap with the end of the other armaturewhen the presence of an incoming car in proper section short-circuitsthe normally closed trackcircuit and adapted to be opened again when thecar closes the circuit of the said second electromagnet raising both oftheir armatures, the construction and arrangement being such that whenthe outgoing car has passed intermediate block-section the armatures ofthe double relay in the rear of the car are set to their normalposition, while the armatu res of the other double relay are preventedby the interposition of the aforesaid insulating cap from contacting toclose the signal-circuit and are only reset when the outgoing car haspassed all the block-sections substantially as set forth.

In testimony of the foregoing I have hereunto set my hand in thepresence of two witnesses.

BERT N. PARRISII.

WVitnesses:

J. CLINTON BEARDSLEY, A. J. BROWN.

